Plettenberg Bay - Serviceability of PY

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Hop Harrigan
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Plettenberg Bay - Serviceability of PY

Unread post by Hop Harrigan » Sat Dec 10, 2016 12:08 pm

Hi,

According to the Notam, PY was to have been US until 29/11/16. Can anyone confirm that it is in fact on the air?

Thanks.

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Re: Plettenberg Bay - Serviceability of PY

Unread post by PAS » Wed Dec 14, 2016 2:27 pm

Currently not serviceable. Very low signal being generated
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Re: Plettenberg Bay - Serviceability of PY

Unread post by MilesvdM » Tue Feb 21, 2017 5:29 pm

CemAir has replaced PY and it is now servicable with a range of approximately 80nm.
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Re: Plettenberg Bay - Serviceability of PY

Unread post by Hop Harrigan » Tue Feb 21, 2017 8:31 pm

Would someone ask Cemair to please fix the weather radars as well...looks like the weather bureau needs some assistance!
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Re: Plettenberg Bay - Serviceability of PY

Unread post by Heli_Driver » Fri Feb 24, 2017 2:02 pm

As far as I know PY is an NDB, what is the legally correct thing to do if you are flying a modern aircraft with a G1000 and no NDB and you arrive at Plett and the weather is IMC?

I know the way around it is to use the coordinates of PY as a gps waypoint for the cloud break, but would this be be viewed as legal and would there be an insurance issue if an incident occurred?
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Re: Plettenberg Bay - Serviceability of PY

Unread post by tansg » Sun Feb 26, 2017 6:52 am

As I mentioned on a previous thread where the use of GNSS/GPS was discussed with respect to the use of GPS Distance in place of DME:

SandPiper wrote:
Nope. Highly illegal.

Substituting the dme with gps only allowed when specifically authorized.

The minimum required equipment is exactly that.


Quite correct as the protection areas used for the "conventional" nav aids are fundamentally different in nature to GNSS with different errors and tolerances and so it is possible that a "conventional" approach flown on GNSS may actually go outside the protection areas to which that procedure was designed. This has been found to be the case with a number of approaches in Norway and has prompted an ICAO Doc 8168 Vol II update due very shortly which will require all "conventional" approaches which may be flown by GNSS equipped aircraft to have an Aviation Study performed to prove that the aircraft will not exceed the the designed protection areas. Further the chart will be noted to say " May be flown with GNSS"

With respect to the use of GPS instead of the NDB; there is nothing yet in place to allow the substitution of GNSS/GPS usage in place of NDB on approaches. The fact of the matter is that if you are not equipped with a NDB, then you are excluded from flying any approaches requiring a NDB unless a protocol to cover that eventuality has been developed for that particular approach. Note this is required for each and every approach where this is a requirement. The fact that NDBs are being phased out (AIC 25.11 dated 30/05/2013) by 31 December 2020 so it is considered not worth doing the Aviation Study and developing the protocols for these procedures. However this does not exclude any member of the aviation community performing this Aviation Study and developing this protocol on their own and submitting it to CAA for evaluation and possible publication. SAA has done this on a number of occaisions for other issues. However be aware the requirements of an Aviation Study are stringent and will require you to prove the safety of the proposal to an "acceptable level of safety".
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Re: Plettenberg Bay - Serviceability of PY

Unread post by Heli_Driver » Wed Mar 01, 2017 6:13 am

Thanks for clearing that up Tansg, understood

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